AeroElectric-List Digest Archive

Sun 11/25/07


Total Messages Posted: 27



Today's Message Index:
----------------------
 
     1. 12:09 AM - Re: Compass Requirements for FAA Inspection (The Kuffels)
     2. 06:17 AM - Re: Black and Decker VPX 7V Tool battery tests (Robert L. Nuckolls, III)
     3. 06:41 AM - Re: Compass Requirements for FAA Inspection (John W. Cox)
     4. 09:05 AM - Re: Compass Requirements for FAA Inspection (Werner Schneider)
     5. 09:30 AM - Re: Compass Requirements for FAA Inspection ()
     6. 12:02 PM - Re: Compass Requirements for FAA Inspection (John W. Cox)
     7. 12:08 PM - Re: Fuses vs. Circuit Breakers (Robert L. Nuckolls, III)
     8. 12:32 PM - Re: Compass Requirements for FAA Inspection (Ernest Christley)
     9. 01:06 PM - Re: Compass Requirements for FAA Inspection ()
    10. 01:18 PM - Re: Compass Requirements for FAA Inspection (BobsV35B@aol.com)
    11. 02:29 PM - Re: Compass Requirements for FAA Inspection ()
    12. 02:38 PM - Re: New consumer product battery (Bill Boyd)
    13. 03:03 PM - Re: Compass Requirements for FAA Inspection ()
    14. 04:18 PM - Re: Compass Requirements for FAA Inspection (Charles Brame)
    15. 04:34 PM - Re: Compass Requirements for FAA Inspection (Eric Newton)
    16. 04:40 PM - Re: Tefzel cables and d-sub connectors (Terry Phillips)
    17. 04:55 PM - Re: AeroElectric-List Digest: 21 Msgs - 11/24/07 (Tacco@aol.com)
    18. 05:48 PM - sweat soldering fast-on tabs (sam ray)
    19. 05:56 PM - Re: Re: Tefzel cables and d-sub connectors (Robert L. Nuckolls, III)
    20. 06:06 PM - Re: Black and Decker VPX 7V LiIon Batteries (Robert L. Nuckolls, III)
    21. 06:18 PM - Re: sweat soldering fast-on tabs (Ken)
    22. 07:09 PM - Re: sweat soldering fast-on tabs (Robert L. Nuckolls, III)
    23. 07:14 PM - Comm Radio Problem (Bryan)
    24. 07:36 PM - Re: sweat soldering fast-on tabs (Jim Dabney)
    25. 07:41 PM - Re: Compass Requirements for FAA Inspection (BobsV35B@aol.com)
    26. 08:32 PM - Re: Re: Black and Decker VPX 7V LiIon Batteries ()
    27. 08:55 PM - Re: Re: Compass Requirements for FAA Inspection (The Kuffels)
 
 
 


Message 1


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    Time: 12:09:08 AM PST US
    From: The Kuffels <kuffel@cyberport.net>
    Subject: Re: Compass Requirements for FAA Inspection
    Eric, << Dynon .. remote compass .. qualifies as the required compass >> Technically, none of the "required" equipment is required. The applicable FAR (91.205) specifically states it applies only to aircraft having a "standard category US airworthiness certificate". This is administratively corrected by "co-ordinating" all FAA and DAR inspectors to include conformance with FAR 91.205 as part of the Operating Limitations issued with the Special Airworthiness Certificate. Ain't nit picking gum'mint rules fun. So to specifically address your question, FAR 91.205(3) requires a "Magnetic Direction Indicator" period. This means no-one can legitimately complain if your Dynon has been calibrated. If they do, politely ask them to show you where in the regs it says your Magnetic Direction Indicator has to be unpowered. Point out the Dynon is not a gyro direction indicator, without the remote magnetic sensor it gives no heading readout. Parts 23 and 25 (the rules governing Type Certification) do require a "nonstabilized magnetic compass", hence the reason for a wet compass in a DC-8 (and a Boeing and an Airbus and a Piper Cub...). But, by definition, homebuilt experimental aircraft are outside their applicability. Just remember when dealing with inspectors, being right doesn't always win the battle. If they wish, they can always find some other reason to not grant the certificate. Personally, my Dynon D-180 equipped Sportsman has a vertical card compass on the glareshield. Call it part of my electrical emergency backup instrumentation (along with steam gauge Airspeed and Altimeter). Tom Kuffel


    Message 2


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    Time: 06:17:33 AM PST US
    From: "Robert L. Nuckolls, III" <nuckolls.bob@cox.net>
    Subject: Re: Black and Decker VPX 7V Tool battery tests
    The results of a dynamic load test of the VPX 7V tool battery may be viewed at: http://www.aeroelectric.com/Pictures/Battery/Black_and_Decker/VPX_7V_Z-Test.jpg The results of this test suggest that two such batteries in series (total weight of about 260 gm) would offer a 14v, 1.0 a.h. battery (1 hour rate) with an internal impedance on the order of 0.12 ohms. The curve shows that a VPX 2-battery array loaded to about 7.5 amps will easily maintain a terminal voltage right at 12V for a period of a minute. This suggests brown-out protection for systems drawing 7.5A or less would be nicely supported by a couple of these batteries. More testing to come. Bob . . .


    Message 3


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    Time: 06:41:32 AM PST US
    Subject: Compass Requirements for FAA Inspection
    From: "John W. Cox" <johnwcox@pacificnw.com>
    All of our Air Carrier aircraft need an independent compass capable of corrections for N-E-S-W and have a current compass correction card posted. I don't know if you guys need the same compliance. Come to think of it, every aircraft including hot air balloons needed to meet that requirement until a few years ago when the LTA's were exempted. John Cox ________________________________ From: owner-aeroelectric-list-server@matronics.com [mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of S. Ramirez Sent: Saturday, November 24, 2007 8:27 PM Subject: RE: AeroElectric-List: Compass Requirements for FAA Inspection Dick, Below is a response to an email on the Aeroelectric List forum. It discusses whether the whisky compass is required. I claim that the FARs require a compass that does not need any input except the Earth's magnetic field. Mike Creek below claims that the Reno FSDO requires a whiskey compass. Since my airplane is already built, I would not need to go through a FSDO. Instead, I would have to file a form that says I am going to change the panel. The real problem comes when I am flying around the country, and I have either an accident or the FAA ramp checks me. If I go to Nevada and have an accident, I will be scrooed! imon Ramirez, Consultant Synchronous Design, Inc. Oviedo, FL 32765 USA 407-365-8928: home/office 407-221-8928: mobile Xilinx Alliance Partner Copyright (c) 2007 From: owner-aeroelectric-list-server@matronics.com [mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Michel Creek Sent: Saturday, November 24, 2007 9:23 PM Subject: RE: AeroElectric-List: Compass Requirements for FAA Inspection Hi Eric, FSDO's differ somewhat, but I asked the Reno, NV office that question and was told I would still need a whiskey compass. I'm equipped with a GRT Sport EFIS (with GPS and magnetometer), GPS496, TT AP, and SL30. So that is two GPS's, two magnetometers, and a VOR; and they still want a whiskey compass even though they are mostly useless in a tube and rag air frame. Go figure... You may want to call your local FSDO and ask; I hope you have better luck than I did. A question for the group though, given at least one of us has to install a compass are there any recommendations for brand/type and for locations in a tube airframe? Thanks, Mike Creek Bearhawk QB ________________________________ From: owner-aeroelectric-list-server@matronics.com [mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Eric Newton Sent: Saturday, November 24, 2007 5:27 PM Bearhawk@yahoogroups.com Subject: AeroElectric-List: Compass Requirements for FAA Inspection I'll soon be getting my Bearhawk ready for final FAA (or DAR) inspection and have a question. Does anyone know if the remote compass that displays the heading information on my Dynon D100 qualifies as the required compass with the FAA. My thinking is that it isn't too different than a panel mounted vertical card compass with a remote sender. What do you guys/gals think? Thanks, Eric Newton - Long Beach, MS BH #682- Mississippi Mudbug BEARHAWK BUILDER'S MANUALS http://mybearhawk.com href="http://www.matronics.com/contribution">http://www.matronics.com/c h ref="http://www.matronics.com/Navigator?AeroElectric-List">http://www.m a tronics.com/Navigator?AeroElectric-List href="http://forums.matronics.com">http://forums.matronics.com http://www.matronics.com/contribution http://www.matronics.com/Navigator?AeroElectric-List http://forums.matronics.com Checked by AVG. 11/23/2007 7:39 PM


    Message 4


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    Time: 09:05:22 AM PST US
    From: Werner Schneider <glastar@gmx.net>
    Subject: Re: Compass Requirements for FAA Inspection
    The new Excel Legacy jet do no longer have a whiskey compass ;-) So get one byside of your plane so he can crosscheck Do not archive Werner BobsV35B@aol.com wrote: > Good Evening Eric, > > I don't really know, but I will bet a milkshake the FAA won't buy it. > > The Douglas DC-8 was built without a magnetic compass because it had > so many electronic heading sources available. When it came to > certification time, the FAA would not approve it without a whiskey > compass. > > Douglas had no good place to mount it up front, so they placed it in > the overhead behind the captain's seat. They then mounted a couple of > mirrors on the glare shield and a mirror behind the compass. By > flipping the mirrors up, the captain and the copilot could look via > the mirrors at the compass. > > In all the years I flew the DC-8. I never once looked at the compass > other than during the preflight. We checked that it was there and > that the light turned on when the switch was flipped. I only did that > because it was a required preflight check list item. > > Happy Skies, > > Old Bob > AKA > Bob Siegfried > Ancient Aviator > Stearman N3977A > Brookeridge Air Park LL22 > Downers Grove, IL 60516 > 630 985-8503 > > In a message dated 11/24/2007 7:32:03 P.M. Central Standard Time, > enewton57@cableone.net writes: > > Does anyone know if the remote compass that displays the heading > information on my Dynon D100 qualifies as the required compass > with the FAA. My thinking is that it isn't too different than a > panel mounted vertical card compass with a remote sender. > > What do you guys/gals think? > > > ------------------------------------------------------------------------ > Check out AOL Money & Finance's list of the hottest products > <http://money.aol.com/special/hot-products-2007?NCID=aoltop00030000000001> > and top money wasters > <http://money.aol.com/top5/general/ways-you-are-wasting-money?NCID=aoltop00030000000002> > of 2007. > * > > > *


    Message 5


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    Time: 09:30:15 AM PST US
    Subject: Compass Requirements for FAA Inspection
    From: <rparigor@SUFFOLK.LIB.NY.US>
    Hi John "Come to > think of it, every aircraft including hot air balloons needed to meet > that requirement until a few years ago when the LTA's were exempted." Hot Air balloons were exempt from needing a compass before at least 1979. Ron Parigoris


    Message 6


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    Time: 12:02:50 PM PST US
    Subject: Compass Requirements for FAA Inspection
    From: "John W. Cox" <johnwcox@pacificnw.com>
    Okay, so it was back in 1973-1979. Wow, am I getting old. Steering them to the intended target was the fun back then, with or without the obnoxious compass. John -----Original Message----- From: owner-aeroelectric-list-server@matronics.com [mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of rparigor@SUFFOLK.LIB.NY.US Sent: Sunday, November 25, 2007 9:27 AM Subject: RE: AeroElectric-List: Compass Requirements for FAA Inspection Hi John "Come to > think of it, every aircraft including hot air balloons needed to meet > that requirement until a few years ago when the LTA's were exempted." Hot Air balloons were exempt from needing a compass before at least 1979. Ron Parigoris


    Message 7


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    Time: 12:08:42 PM PST US
    From: "Robert L. Nuckolls, III" <nuckolls.bob@cox.net>
    Subject: Re: Fuses vs. Circuit Breakers
    At 09:13 PM 10/4/2007 -0700, you wrote: > >In reading several posts, I've noticed that most builders seem to prefer >fuses rather than circuit breakers. Can someone tell me the advantages of >one over the other? >Thanks, See http://aeroelectric.com and do a search on "fuse". There's a wealth of information and discussion on this topic posted there. The very short answer is that fuses are faster, less expensive, lighter, easier to install, lower cost to replace and if you've crafted a failure tolerant design, no reason to fiddle with them in flight. I.e., no good reason to let them use up valuable panel space. Bob . . . ----------------------------------------) ( . . . a long habit of not thinking ) ( a thing wrong, gives it a superficial ) ( appearance of being right . . . ) ( ) ( -Thomas Paine 1776- ) ----------------------------------------


    Message 8


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    Time: 12:32:19 PM PST US
    From: Ernest Christley <echristley@nc.rr.com>
    Subject: Re: Compass Requirements for FAA Inspection
    S. Ramirez wrote: > Dick, > > > > Below is a response to an email on the Aeroelectric List forum. It > discusses whether the whisky compass is required. I claim that the FARs > require a compass that does not need any input except the Earth's magnetic > field. Mike Creek below claims that the Reno FSDO requires a whiskey > compass. Since my airplane is already built, I would not need to go through > a FSDO. Instead, I would have to file a form that says I am going to change > the panel. The real problem comes when I am flying around the country, and > I have either an accident or the FAA ramp checks me. If I go to Nevada and > have an accident, I will be scrooed! > I've heard rumors that a $2, suction-cup base, water-filled compass from the dollar stare is sufficient to satisfy the bean counters.


    Message 9


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    Time: 01:06:02 PM PST US
    Subject: Compass Requirements for FAA Inspection
    From: <rparigor@SUFFOLK.LIB.NY.US>
    Hi John "> Okay, so it was back in 1973-1979. Wow, am I getting old. Steering > them to the intended target was the fun back then, with or without the > obnoxious compass." Ironic, but I now find a compass useful once in a while for navagating balloon out of wilderness! Ron Parigoris


    Message 10


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    Time: 01:18:35 PM PST US
    From: BobsV35B@aol.com
    Subject: Re: Compass Requirements for FAA Inspection
    Now, that is my kinda gondola. I particularly like the comfort stations. However, will that puny little burner actually get the bag light enough to lift the Gondola? How about a full blown quadro instead? And, how big a bag? I doubt if my 55,000 footer would have budged it before it melted! Happy Skies, Old Bob AKA Bob Siegfried Ancient Aviator Stearman N3977A Brookeridge Air Park LL22 Downers Grove, IL 60516 630 985-8503 In a message dated 11/25/2007 3:09:31 P.M. Central Standard Time, rparigor@SUFFOLK.LIB.NY.US writes: Ironic, but I now find a compass useful once in a while for navigating balloon out of wilderness! Ron Parigoris **************************************Check out AOL's list of 2007's hottest products. (http://money.aol.com/special/hot-products-2007?NCID=aoltop00030000000001)


    Message 11


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    Time: 02:29:29 PM PST US
    Subject: Re: Compass Requirements for FAA Inspection
    From: <rparigor@SUFFOLK.LIB.NY.US>
    Hi Bob "> However, will that puny little burner actually get the bag light enough to lift > the Gondola? How about a full blown quadro instead? And, how big a bag?" I build that puny little burner in 1985. I needed something light when driving. It uses 36 feet of Inconel 600 3/8" .035" wall. "IT IS 30,000,000 BTUs!!!". On in other words ~ 7,500 hp (converted BTUs to calories then to HP). Compared to a 10,000,000 BTU Raven RX-6 burner that uses 1 pound in a 4.3 second blast, this beast uses 3 pounds in 4.3 seconds! Notice it locks in position for ground ops. Even compared to todays standards, it is right there! Very blue flame, tight and I adjusted where we can't hear a lot of noise (used 13 strategic adjustable aim jets, dogs sure can hear noise! Had a Golden Retriever (wanted to change heritage to balloon retriever) when would shoot burner would go into bedroom closet and not come out!) Envelope is 95,036 cubic feet (weighs 236 lbs) Big "8" ball The closest thing at the time, a Honda Oddysey weighs in at 450 lbs without any provisions for tanks, burner and associated things to fly, and only carries 1 person. "Screwball" weighs in at 140lbs drivable (22HP 6 speed) and carries 3 people (can hang 1 person from top of balloon!) Flight ready with 31 gallons is 600lbs. During certification I loaded up balloon trailer and lifted 2750 lbs. Usual like to fly 15 pounds per thousand, flys OK even at 20, at 30 its a dog. Have had a 7 hour and 15 minute flight with a pretty heavy take off weight. Real drag having to carry tank-age when empty. Ron Parigoris NJ8AX "Screwball" Balloon has 4 wheels and flies N4211W Europa Monowheel (work in ProgMess) has 4 wheels and flies Garbage trucks too have 4 wheels and flies


    Message 12


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    Time: 02:38:10 PM PST US
    From: "Bill Boyd" <sportav8r@gmail.com>
    Subject: Re: New consumer product battery
    The 2VPX drill I want to get my hands on loads two of the 7 volt batteries in its base to obtain 14v. As far as I can tell, the entire product line is standardized on the use of the 7 volt batteries. At WalMart, the batteries are 19.99 each. One concern I have is that the starting voltage of two of these cells in series, freshly topped off, might be enough to push some avionics to the limit. What if there are 16v SMT devices in my Garmin 296 that will fizzle at a tad less, say 15.5 volts, and the fresh cells exceed that at the moment of initial use? Something to get numbers for and think about. Keep us posted. -Bill On Nov 24, 2007 10:17 PM, Robert L. Nuckolls, III <nuckolls.bob@cox.net> wrote: > nuckolls.bob@cox.net> > > At 08:39 AM 11/24/2007 -0500, you wrote: > > > > > > >I've been taken in by the new offering as well, but decided that the > >drill I wanted was the 14volt "2VPX" model, which is not available at > >any WalMart within 50 miles for the past month. All have a place on > >the shelf for the dual battery drill, and all will sell it for $99 > >when they come in, but apparently it's a back-order item. > > Bill, take a look at > > http://tinyurl.com/2347vm > > There is a discussion thread below the > promotional data. > > I've not found a 14V "2VPX" battery but did > see a two-holer charger offered with a 2VPX > tool. Do you suppose the same battery is used > in both the VPX and 2VPX tools . . . with the > latter requiring two batteries? > > After becoming aware of this product line > at Home Depot, I've been watching for it to > pop up in other stores. Haven't seen it > any place else . . . yet. > > Bob . . . > >


    Message 13


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    Time: 03:03:37 PM PST US
    From: <gmcjetpilot@yahoo.com>
    Subject: Re: Compass Requirements for FAA Inspection
    >From: Fiveonepw@aol.com >Subject: Re: AeroElectric-List: Compass Requirements for FAA Inspection You absolutly DO NOT NEED ANOTHER COMPASS or Non-electric compass. Call the EAA legal department. They don't work in a vacuum, they work with the FAA. If a DAR denies you based on NOT having an OLD Jelly Jar compass with deviation, lead/lag and parallax, he's wrong. FAA has "regulatory guide lines" that do not show up to the general public. Her is the ignorance WE DO NOT HAVE TO MEET PART 23 AT ALL. That is where is says you need one non-electric compass. Experimental is not a PART 23 plane. Part 91 does NOT say you must have a non-electric compass. Also get realistic. Not only do you have a magnetic indicator, albeit electric you have GPS with track. In the airlines I have not flown a heading in 13 years, we fly TRACK UP on the EFIS. Who cares what your heading is if you can TRACK. As illogical as it seems, you can fly without a compass at all in an experimental for VFR day. However for VFR night/IFR you do need a compass. Again don't argue, just call the EAA legal or someone in the FSDO that knows what going on and get your proof. I know some guys that add the wet compass and try and swing it, but what a waste of time. You will never use it. Now if IFR, yea put one in from common sense, as a good backup. Cheers George --------------------------------- Never miss a thing. Make Yahoo your homepage.


    Message 14


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    Time: 04:18:40 PM PST US
    From: Charles Brame <chasb@satx.rr.com>
    Subject: Re: Compass Requirements for FAA Inspection
    I had a buddy who got his inspection from a Ft Worth area DAR who wouldn't certify the bird because there was no magnetic compass. So, my buddy goes to his car, pries a $2.95 car wash compass off his rearview mirror and stuck it on the windscreen of his RV. The DAR passed him. Do not archive. Charlie Brame RV-6A N11CB San Antonio


    Message 15


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    Time: 04:34:32 PM PST US
    From: "Eric Newton" <enewton57@cableone.net>
    Subject: Re: Compass Requirements for FAA Inspection
    I'm really thinking about having one handy just in case. If the DAR says something, I can mount it within a few minutes. If not - I'm good to go as is and I'll return the compass for a refund. Eric Newton - Long Beach, MS BH #682- Mississippi Mudbug BEARHAWK BUILDER'S MANUALS http://mybearhawk.com ----- Original Message ----- From: "Charles Brame" <chasb@satx.rr.com> Sent: Sunday, November 25, 2007 6:16 PM Subject: Re: AeroElectric-List: Compass Requirements for FAA Inspection > > I had a buddy who got his inspection from a Ft Worth area DAR who > wouldn't certify the bird because there was no magnetic compass. So, my > buddy goes to his car, pries a $2.95 car wash compass off his rearview > mirror and stuck it on the windscreen of his RV. The DAR passed him. > > Do not archive. > > Charlie Brame > RV-6A N11CB > San Antonio > > >


    Message 16


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    Time: 04:40:17 PM PST US
    Subject: Re: Tefzel cables and d-sub connectors
    From: "Terry Phillips" <ttp44@rkymtn.net>
    Thanks to all who responded both on and off line. I have a much more clear picture of what to do now. I will definitely be using d-subs extensively. I think they can really save some precious space in the engine compartment, while providing a reliable connection. I do have 2 questions about using the DB-9 in the elevator. It seems to me that it would be easier to fab a nice little mount for the DB-9 inside the elevator than it would be to modify the DB-9 to Bob's ultralight configuration (that could be more easily supported by the wiring.) Would a std DB-9 with a shrink cover provide adequate protection from moisture? Bob's write up uses soldered pins. I have ordered a crimp tool and a supply of crimp pins from SteinAir. Would crimp pins be adequate in the elevator? Thank you again for the help. Terry -------- Terry Phillips Corvallis, MT ttp44&lt;at&gt;rkymtn.net Zenith 601XL/Jab 3300 slow build kit - Rudder done--finally; working on the stab Read this topic online here: http://forums.matronics.com/viewtopic.php?p=148464#148464


    Message 17


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    Time: 04:55:15 PM PST US
    From: Tacco@aol.com
    Subject: Re: AeroElectric-List Digest: 21 Msgs - 11/24/07
    Eric, You have to have a magnetic direct read compass (whiskey of vertical card). The EFIS won't do the trick. Look at the Being 757 and its front and center over the eyebrw panel. ...Jon ************************************** Check out AOL's list of 2007's hottest products. (http://money.aol.com/special/hot-products-2007?NCID=aoltop00030000000001)


    Message 18


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    Time: 05:48:18 PM PST US
    From: sam ray <sam95037@yahoo.com>
    Subject: sweat soldering fast-on tabs
    Bob I'm curious how you sweat soldered the fast-on tabs to the bronze substrate- did you use electrical rosin core or solid along with some flux? Thank you, Sam Ray Be a better sports nut! Let your teams follow you with Yahoo Mobile. Try it now. http://mobile.yahoo.com/sports;_ylt=At9_qDKvtAbMuh1G1SQtBI7ntAcJ


    Message 19


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    Time: 05:56:30 PM PST US
    From: "Robert L. Nuckolls, III" <nuckolls.bob@cox.net>
    Subject: Re: Tefzel cables and d-sub connectors
    At 04:39 PM 11/25/2007 -0800, you wrote: > >Thanks to all who responded both on and off line. I have a much more clear >picture of what to do now. I will definitely be using d-subs extensively. >I think they can really save some precious space in the engine >compartment, while providing a reliable connection. > >I do have 2 questions about using the DB-9 in the elevator. > >It seems to me that it would be easier to fab a nice little mount for the >DB-9 inside the elevator than it would be to modify the DB-9 to Bob's >ultralight configuration (that could be more easily supported by the >wiring.) Would a std DB-9 with a shrink cover provide adequate protection >from moisture? > >Bob's write up uses soldered pins. I have ordered a crimp tool and a >supply of crimp pins from SteinAir. Would crimp pins be adequate in the >elevator? > >Thank you again for the help. Two things. It depends on what size holes that the terminated cable needs to pass, the "minaturized" d-sub is optimized to go through the smallest possible hole. Obviously, you can forego trimming if you'd rather mount the connector on some form of bracket. The solder cup connector is recommended for the actuator side . . . Ray-Allen (and MAC before them) is/was really pedantic about their tefzel covered cat hair wires. I hit them up in the booth at OSH several years running to suggest that the motor wires should be different colors so that I could publish drawings that would let a builder wire it up right the first time by knowing in advance which wire was (+)extend and (+)retract. Finally, the stuff was too small for the neophyte and really too small as an "airframe" wire. Even if you choose to use crimped pins, double the strip length to increase amount of wire inside the pin -AND- support at the back with E6000 to give these small wires extra support. I've put several Ray-Allen actuators into test fixtures and the first thing I do is install a "soldered and glued" connector as shown to give me a robust interface to 'real' wires on the other side of the mated connectors. Bob . . .


    Message 20


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    Time: 06:06:54 PM PST US
    From: "Robert L. Nuckolls, III" <nuckolls.bob@cox.net>
    Subject: Re: Black and Decker VPX 7V LiIon Batteries
    At 05:28 PM 11/25/2007 -0500, you wrote: >The 2VPX drill I want to get my hands on loads two of the 7 volt batteries >in its base to obtain 14v. As far as I can tell, the entire product line >is standardized on the use of the 7 volt batteries. At WalMart, the >batteries are 19.99 each. Yeah, found those at Wally-World a few hours ago myself. Home Depot was $20 a battery too. I picked up a battery + charger for $39. So, looks like the 1VPX battery is the "magic bullet" to be explored. >One concern I have is that the starting voltage of two of these cells in >series, freshly topped off, might be enough to push some avionics to the >limit. What if there are 16v SMT devices in my Garmin 296 that will >fizzle at a tad less, say 15.5 volts, and the fresh cells exceed that at >the moment of initial use? Something to get numbers for and think about. I just pulled one off the charger and it reads 7.01 volts so a pair would be right in the appropriate ball-park. Bob . . .


    Message 21


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    Time: 06:18:46 PM PST US
    From: Ken <klehman@albedo.net>
    Subject: Re: sweat soldering fast-on tabs
    Hi Sam I tinned the copper substrate that I used then pop rivetted the tabs on with steel pop rivets. Then heated the substrate with a torch. All with rosin core solder. Worked well. Ken sam ray wrote: > >Bob > I'm curious how you sweat soldered the fast-on tabs >to the bronze substrate- did you use electrical rosin >core or solid along with some flux? > >Thank you, >Sam Ray > >


    Message 22


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    Time: 07:09:43 PM PST US
    From: "Robert L. Nuckolls, III" <nuckolls.bob@cox.net>
    Subject: Re: sweat soldering fast-on tabs
    At 05:43 PM 11/25/2007 -0800, you wrote: > >Bob > I'm curious how you sweat soldered the fast-on tabs >to the bronze substrate- did you use electrical rosin >core or solid along with some flux? Electrical 63/37 with a synthetic rosin flux. Kester "44" is what I use around here the most. You can use any 60/40 or 63/37 solder with what ever flux gives you a good flow. Run the finished part through a cleaning with lacquer thinner (carburetor cleaner in a spray can) followed by a run through the dishwasher. This will remove all remnants of flux after the assembly is completed. Bob . . . ----------------------------------------) ( . . . a long habit of not thinking ) ( a thing wrong, gives it a superficial ) ( appearance of being right . . . ) ( ) ( -Thomas Paine 1776- ) ----------------------------------------


    Message 23


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    Time: 07:14:00 PM PST US
    From: "Bryan" <bhcishere@ca.rr.com>
    Subject: Comm Radio Problem
    Need help from the RF guru's, I have been trying to resolve a problem with a friend's comm radio for some time now with no success. Transmit is never a problem and reception is good most of the time. The problem is local to some areas, frequencies and direction of flight. Specific example: Depart CNO talking to SoCal on 125.5, all is well when flying westbound. On return leg (eastbound) to CNO, unable to receive SoCal but the controller receives me perfect (this is evident by other aircraft relaying messages from the controller and the fact that once I can hear the controller he is not very happy). It does not appear to be an issue with SoCal as I can hear them when flying eastbound with an Icom handheld. This same problem occurs in other areas also but is very prominent in the example given. The same problem remains after multiple changes: KX-170B, Garmin SL-30, Stainless antenna, two different fiberglass whip antenna's and have tried both top and bottom mounting. The only thing that has not (yet) changed is the coax which is currently RG-58. I am at whit's end, any help or suggestions would be appreciated. Bryan


    Message 24


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    Time: 07:36:58 PM PST US
    From: Jim Dabney <jdabney@rice.edu>
    Subject: Re: sweat soldering fast-on tabs
    Bob, Is it feasible to use a custom crimp tool positioner like (http://www.aeroelectric.com/articles/crmptool.pdf) to crimp the high-density d-sub pins (such as Garmin) using an inexpensive (B&C) crimp tool? Jim Dabney


    Message 25


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    Time: 07:41:36 PM PST US
    From: BobsV35B@aol.com
    Subject: Re: Compass Requirements for FAA Inspection
    Good Evening Ron, Absolutely fabulous! A lot has changed since I had my Raven! Happy Skies, Old Bob AKA Bob Siegfried Ancient Aviator Stearman N3977A Brookeridge Air Park LL22 Downers Grove, IL 60516 630 985-8503 In a message dated 11/25/2007 4:34:15 P.M. Central Standard Time, rparigor@SUFFOLK.LIB.NY.US writes: During certification I loaded up balloon trailer and lifted 2750 lbs. Usual like to fly 15 pounds per thousand, flys OK even at 20, at 30 its a dog. Have had a 7 hour and 15 minute flight with a pretty heavy take off weight. Real drag having to carry tank-age when empty. Ron Parigoris **************************************Check out AOL's list of 2007's hottest products. (http://money.aol.com/special/hot-products-2007?NCID=aoltop00030000000001)


    Message 26


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    Time: 08:32:30 PM PST US
    Subject: Re: Black and Decker VPX 7V LiIon Batteries
    From: <rparigor@SUFFOLK.LIB.NY.US>
    Hi Bob "Yeah, found those at Wally-World a few hours ago myself. Home Depot was $20 a battery too. I picked up a battery + charger for $39. So, looks like the 1VPX battery is the "magic bullet" to be explored." When you are testing this "magic bullet", please explore and share at what amperage drain is needed to shatter this bullet and burst into flames (if it will in fact do so), and if it is somehow protected to prevent this. No matter, a nice number to know and fuse or fusible link short of that 'short' number if no internal protection provided. Another concern is bursting into flames during charging if overcharged. Worth it to have a good look at charger, and see just how robust circuit is to failing in overcharge mode. Also is there protection to prevent discharge to point it will damage cells? On purpose discharge only 1 cell of the 2 cell pack to lets say 1.75 volts. Then go charge and see if charger is smart enough to not burn the house down. When you are on purpose testing, not a bad idea to do so over an area that will not catch fire, and hang a plastic bag with sand in it over battery. This way "when" it catches fire it will melt bag and extinguish. Ron Parigoris


    Message 27


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    Time: 08:55:40 PM PST US
    From: The Kuffels <kuffel@cyberport.net>
    Subject: Re: Compass Requirements for FAA Inspection
    I hesitate to get involved in a "discussion" with George (gmcjetpilot). He is correct about type certified aircraft needing a "nonstabilized magnetic compass" but homebuilts only needing a "Magnetic Direction Indicator" But his statement "you can fly without a compass at all in an experimental for VFR day. However for VFR night/IFR you do need a compass" is in error. AOPA always advises in their CFI refresher clinics to reply to any FAR question with "I don't know. Let's read what they say." Parts 23 (General Aviation and Commuter) and 25 (Transport) cover certification of aircraft. They contain the only reference in the FARs to a compass equipment requirement. And they don't apply to homebuilt experimental aircraft. By reference, we do have to comply with 91.205 which covers required equipment for day VFR, night VFR and IFR (day or night) among other conditions. 91.205(b) is day VFR. 91.205(b)(3) requires a "Magnetic Direction Indicator" without any other qualification. This is the legal authority to use a Dynon in lieu of a wet compass. 91.205(c) covers night VFR. It says you must have the stuff in 91.205(b) and then some other stuff (lights, etc.) but no other reference to direction. But we have already established 91.205(b) doesn't require a compass. Thus neither does 91.205(c) for night VFR. 91.205(d) is for IFR. Same story. It requires the stuff in 91.205(b) and, for night, the stuff in 91.205(c) and then a lot of other stuff without reference to any compass. 91.205(d)(9) does require a "Gyroscopic direction indicator (directional gyro or equivalent)". The "or equivalent" is what lets the Dynon also be acceptable for IFR. Bottom line there is no *legal* requirement for a homebuilt experimental aircraft to have a compass for day, night or IFR. But I still have one to avoid hassles (and as a backup). The idea of temporarily mounting a cheap compass might put you in a gray area. It can be argued if your plane was certified with a compass then it must always have a compass. Removal might give an out to an insurance company or a justification to a "helpful" FAA ramp or accident inspector. Tom Kuffel




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